Governor



June 4, 1946 c EDWARDS 2,401,558

GOVERNOR Filed Oct. 7, 1942 4 Sheets-Sheet 1.

June 4, 1946. H. EDWARDS GOVERNOR Filed Oct. 7, 1942 "Ir-I..."-

.I-I-IIIIII i We? ll 4 Sheets-Sheet 2 H. c. EDWARDS GOVERNOR Filed Oct. '7, 1942 4 Sheets-Sheet 4 rangements of parts hereinafter Patented June 4, 1946 The Timken Roller Bearing Company, Canton, Ohio, a corporation of Ohio Application october 7, 1942, Serial No. 461,182 4 Claims. (Cl. 264-3) 1 This application is a contiuation in part of my copending application Serial No. 349,034 filed August 1, 1940, Patent No. 2,302,906, Nov. 24, 1942. This invention relates to speed regulating devices for internal combustion engines and more pa 'ticularly to governors for automatically controlling the output of fuel injection pumps for compression ignition engines. The objects of the present invention are to provide a stop for limting the maximum quantity of fuel delivered in all high speed adjustments of the throttle lever, to provide for adjusting said stop to regulate maximum quantity of fuel deliveryf to provide a maxi,-

, mum fuel feed stop that is yieldable when the engine is overloaded during full load operation to permit an increase in fuel feed above the nor mal maximum fuel feed and thus provide increased torque suflicient to carry the overload, and to obtain other advantages hereinafter appearing. The invention consists in the governor and in the construction, combinations and ardescribed and claimed.

In the accompanying drawings, which form part of this specification and wherein like symbols refer to like parts wherever they occur,

Fig. l is a plan view of a speed governor embodying my invention,

Fig. 2 is a side elevational view governor,

Fig. 3 is an outer end view of said governor,

Fig. 4 is an enlarged central vertical longitudinal section on the line 44 in Fig. 3,

Fig. 5 is a fragmentary cross-section on the line 5-5 in Fig. 4, Fig. 6 is a'fragmentary vertical section on the line 6-6 in Fig. 4, i

Fig. 7 is a fragmentary section on the line in Fig. 4,

Fig.,8 is a fragmentary vertical section on the line 8-8 in Fig.6;

Fig. 9 is a fragmentary section on the line 9-9 in ig. 4.

Figs; 10 and 11 are enlarged cross-sections on the lines Ill-l0 and ll--I l, respectively, inFig. 4.

Fig. 12 is an enlarged central longitudinal sectional view of the thrust sleeve nut,

Fig. 13 is a side elevational view of the control lever shaft, v

Fig. 14 is a cross-section on the. line "-44 in Fig.

Fig. 15 is an end elevation of the yoke lever, looking at the fuel feed control rod and high speed spring receiving end thereof, 1

of' said speed 2 Fig. 16 is a fragmentary side elevational view of said yoke lever,

Fig. 17 is a central vertical longitudinal section through the lower portion of the governor showing the arrangement of the drive gear therein when the governoriis attached to the opposite end of the fuel pump,

Fig. 18 is a view similar to Fig. 4, showing a maximum fuel feed stop of modified form; and

Fig. 19 is an enlarged vertical section through said modified stop construction on the line Iii-I 9 in Fig. 18.

The centrifugal speed regulating device or governor shown in the accompanying drawings comprises a housing A adapted to be removably secured flatwise to one end of a fuel injection pump of which only adjacent portions of the housing .B, the reciprocatory fuel control rod C and the rotary cam shaft D are shown. The cam shaft D is adapted to be driven by or in unison with the compression ignition engine (not shown) supplied by said pump; and the fuel control red C is slid in the direction of the governor to decrease the quantity of fuel supplied to the engine and is slid in the opposite direction to increase such fuel supply. The pump opposing end wall of the governor housing A has vertically spaced openings I and 2 extending horizontally therethrough adapted to receive .the ends of the control rod C. and cam shaft D, respectively.

Mounted on the portion of the cam shaft D10- cated within the governor housing A'is a sleeve 3 having a tapered bore adapted to fit a tapered seat 4 provided therefor on said shaft adjacent to the end thereof, This sleeve is nonrotatably secured to the tapered portion 4 of the cam shaft D, by means of a key 5. The cam shaft terminates in a threaded end portion 6 having a nut 1 threaded thereon; and this nut serves to clamp the sleeve 3 on the tapered portion 4 of said shaft,*" i? thereby preventing relative endwise movement of said shaft and sleeve. Mounted on the sleeve 3 is abevel drive gear 8, which is secured to said sleeve by means of a'spline 9 that permits relative axial movement of said gear and sleeve while preventing relative rotary movement thereof. Surrounding the sleeve 3, between the front end wall of the governor housing A and the adjacent end face of the drive gear 8, is a washer I0 adapted to receive the end thrust of said gear.

Intermeshing with and driven by the bevel drive gear 8 on the cam shaft C is a bevel gear formed on or secured to the lower end of a governor shaft I2 located in the upperportion as of the governor housing A above and at an oil is conveyed through the tube 32 from the anoblique angle to the drive gear 8. This gover- I nor shaft I2 inclines upwardly and outwardly in the governor housing A atan angle of about fortyfive degrees and is lournaled near its lower and upper ends in suitable tapered roller bearings l3 5 l3 and the bearing l4 therein is a cup-shaped thrust washer or disk H which is held in abutting relation to the adjacent end ofthev outer raceway member of said bearing by means of a stud IBthat is threaded through the governor housing-in axial alinement with said bearing and is locked in adjusted position by a suitable lock nut l3 and lock washer20. By means of this stud, end play of the governor may be adjusted from outside the governor housing. I

I Mounted on the governor shaft l2 adjacent to the upper end of the bearing I3 therefor is a weighted centrifugal levers 34 supportedone on each side of said shaft on horthat are pivotally izontal pivots 33 carried by pairs of cars or lugs paddle wheel 2| which is clamped between the end of the inner raceway member of said bearing and a washer 22, which is held in place on the governor shaft by means of a snap ring 24 J seated in an annular groove provided therefor in said shaft. The paddle wheel 2| works in the bearing receiving bore of the bearing support- I ing pedestal beyond the upper end of the bearing l3 therein; and the upper end of said bore is closed by means of an annular closure member 25that seats in aid bore and has a central opening for the governor shaft l2. By this arrangement, the intermeshing gears 8 and II pick up oil contained in the lower portion of the goved with a cap 23 that is removably securedto the 'portion of the pedestal formedintegral with the governor housing A bymeans'of cap screws 21.

As shown in the drawings, one of the cap screw receiving holes in the pedestal cap 21 is counterbored to provide an annular clearance space 23 around the cap screw in said hole; and a passage- 1 way in said cap establishes communication between said annular space and the space in fitting is sleeved on said cap screw between the I head thereof and the pedestal cap 23 and has "1 tablished between the annular space and the lower end of an axial bore 3| in the governor shaft l2 through a tube or conduit 32. Thus, the

nularr space 29- to the axial bore 3| in the governor shaft and then forcedupwardly through said bore into the supporting recess l3 for the upper bearing l4 from whichit is thrown by the pumping actionof this bearing into the upper portion of the governor housing to lubricate the parts hereinafter referred to located therein.

A thrustsleeve 33 i slidably mounted on the governorv sha'ftl2 and is adapted to-be slid upwardly along said shaft by means of a pair of 'on the upper'end of aspider 33 that is pinned or otherwise fixed to said shaft. Each of these cen- I trifugal levers 34 is] provided at the end remote I from its weighted end with a finger 31, which is adapted to abut against the spider 33 and limit the outward swinging movement of said lever.

and a. finger" that is adapted to exert an end thrust on the lower end of the thrust sleeve 33 through a thrust washer 33 sleeved on the governor shaft |2 in abutting relation to the lower end of the sleeve nut 40 which is threaded on the lower end of said thrust sleeve. The sleeve nut 40 is locked in the desired position of adjustment on the thrust sleeve 33 by means of a locking sleeve 4| that has axially sliding but nonrotary connections with said lock sleeve and with said thrust sleeve. The connectionbetween the lock sleeve 4| and the thrust sleeve 33comprises a lug 42 on the upper end of the lock'sleeve that seats in a longitudinal groove 43 in; said thrust sleeve, and the connection between said lock sleeve and the sleeve nut 40 comprises'a-series of circumferentially spaced lugs 44 on the lower end of said lock sleeve that seat in but are disengageable endwise from a corresponding series of longitudinal peripheral grooves 43 in said sleeve nut. The lock sleeve 4| is yieldably held in engagement with the sleeve nut 43 by means of a coil compression spring'43 that i sleeved on the thrust sleeve 33 between said lock sleeve and an annular flange 41 on said thrust sleeve.

end thereof is a suitable ball thrust bearing 43;

and mounted on the outer raceway member of this bearing is a sleeve 43 having an inwardly extending annular supporting flange 33 at the upper end thereof that'seats on the upper end of said raceway member. The thrust bearing sleeve 48 also has an outstanding peripheral thrust flange 3| at the lower end, the purpose of which will hereinafter appear.

yoke lever 52 has a hub 53' journaled on roller bearings 34 mounted on a horizontal shaft 53 that extends from side wall to side wall of the governor housing A above and clear of the centrifugal levers 34. This yoke lever is provided on one side of its hub 33 with apair of relatively short downwardly curved arms 33 that extend on opposite sides of the thrust bearing 43 which the paddle wheel 2| works. An annular I I I I I side of its hub 33 with a pair of spaced, relatively and terminate in convex ends 31 that bear against the upper surface of the outstanding thrust flange 3| of the sleeve 43 supported on said bearing. The yoke lever 32 is provided on the opposite long, downwardly curved arms 33 that are cross connected at their lower ends by a crossbar or head 39 that is riveted or otherwise rigidly secured to said arms. I lacent to the end of theendwise slidable'fuel.

This cross bar 33 is, located adcontrol rod 0 of the fuel injection pump and has a rectangular-downwardly opening trackway 30 formed therein for a pair of rollers 3| supported on opposite sides of the fuel. control rod by means of a pin 32 that extends horizontally yoke lever 32 has an extensible link and-spring connection with a horizontal control shaft 34 located thereabove. The control shaft 34 is joursaid shaft has an upwardly offset portion or crank- 81 located above the cross bar 58 of the yoke lever 52. The connection between the cross bar 58 and thecontrol lever 52 comprises a pair of axially alined upper and lower links 68 and 68, respectively, and a coiled tension spring 18, hereinafter referred to as the high speed spring,

which surrounds said links and has its end portions seated in helical grooves provided therefor in the respective links. The upper link is pivotally suspended from the top of the control shaft crank 61 centrally thereof, for swinging movement crosswise of the control shaft, by means of a horizontal pivot pin II that extends through registering holes provided therefor in a depending central .lug 12 at the top of said crank and a pair of upstanding lugs 13 disposed one on each side of said lug on the upper end of said link. The lower end of the lower link 68 has a slot-and-pin connection witha plate 14 secured to the cross bar 58 of the yoke lever 53 centrally of said bar. The connection comprises a horizontal pin 15 .that extends through alined openings in a pair of depending lugs 18 on the lower link 88 and a single upstanding ing 11 on the plate 14, the lug Tl being disposed in line with the axis of said link and parallel with the supporting pin II for the upper link 58 and the opening through the lug I'l being'elongated in the direction of said axis to form a slot 18 which permits relative movement of said yoke lever and said lower link when the high peed spring I8 is not under tension. The lower spring supporting link 68 has a cylindrical main body portion with an axial bore 18 extending therethrough and the upper link 88 has a depending axial stem adapted to enter said bore when the high speed spring 18 contracts.

The control shaft 64 extends exteriorly of the governor housing A on one side thereof and has a manually operable control lever 8| fixed thereto." The cooperating; portions of the shaft and. lever are provided with interfitting ribs and grooves 82 whereby said lever may be an-rilarly adjusted on said-shaft. The hub portion of the control lever 8| is split and provided with a clamping screw 83. for locking said lever in the desired position of its angular adjustment. The swinging movement of the control lever 8| is limited in the direction of its high speed settin by an adjustable stop screw 84 which is threaded through a plate 85 fixed to the side of the governor housing A and is disposed in the path of a lug 88 that projects radially from the control shaft 84 between said lever and said side of said housing. A maximum fuel quantity stop comprises an adjustable stop pin 81 that extends downwardly through 'the top of the governor A coiled .compression spring 88, hereinafter referred to as the idling speed spring, is located in the governor housing A,- with its upper end seated in a fitting 88 threaded through the top wall of said housing above one of the short arms ward pressure of the yoke lever arm 55 there-=- on only when the high speed spring 18 is fully contracted.

The operation of the hereinbefore described centrifugal speed governor is as follows: When "the centrifugal weights 38 on the governor shaft I2, which is driven by or in unison with the engine, are closed, the fuel control rod C is in its position of maximum fuel feed; and when said weights are fully open, said fuel rod is in its position of minimum fuel feed. As said, weights swing outwardly due to increased speed of said shaft, the fingers 38 of these weights force the thrust sleeve 33 and the thrust bearing 48 carried thereby upwardly along the governor shaft. During this upward movement of the thrust bearing 48, the thrust flange 5| carried thereby pushes upwardly against the curved lower ends 51 of the short arms 58 of the yoke lever 52, thus rotating said lever on its supporting shaft 55 and causing the long arms 58 of said lever to swing downwardly toward the front endof the governor and move the fuel control rod C, which is operatively connected to said arms through its track and roller connection 88, 8| with the cross bar 58 thereof, in the direction of decreased fuel feed and thus decrease the speed of the engine. When the control lever 8| is set for idling speed, the crank 81 of the control shaft 64 is moved in the direction of the yoke lever supporting shaft 55 and the high speed spring I8 is under minimum tension and the slot-and-pin connection l5, l8 between'the lower spring supporting link 69 and the yoke lever 52 permits the idling speed spring 88 to come into play to stabilize the governor and adapt the spring'load to the weight load at the speeds demanded under idling conditions. When the control lever 8| is moved further from its idle speed setting,'the links 68 and 88 and the high speed spring 10 act as solid links and move )the fuel control rod C to a fuel cut-off position.

When the control lever 8| is set for maximum high speed, the crank 6'! is swung away from the yoke lever supporting shaft andthe high speed spring is stretched to its maximum tension when said crank bumps against the pump opposing end wall of the governor housing. When the control lever 8| is set for any speed above idlingspeed, the high speed spring 18 is placed under tension by the upward swinging movement of the crank 81 of the control shaft 84, the tension on said spring being at a minimum atthe low speed setting and at a, maximum at the highest speed setting, In all high speed settings of the control lever 8|, the fuel control rod C is set to deliver the proper quantity of fuel and the centrifugal governor weights 34 and the high speed spring 18 cooperate to shift the fuel control rod C in either direction and thus maintain within the regulated limits of the particular setting the engine speed selected by the operator regardless of the load applied, provided the load is within the capacity of the engine. The high speeduspring 18 is pivotally' suspended from the crank 81 centrally thereof and extends in a straight line from this pivotal support to its pivotal connection with the yoke lever 52 midway of the length of the cross bar connection 58 betweenthe long arms 58 of said lever. Thus, as the crank 61 swings about the axis of the throttle or control shaft II, the

spring 18 has a varying moment arm relative to '88 of the yoke lever 82 and with its lower end 15 the line of action of the weight force on the opening recess provided 1 lesser at idle speeds.

. l 7 thrust sleeve 89 that is greater at high speed and weight forces at the various speed settings ofthe control lever 8| also increase as the speed of the engine'increases. At any fixed setting of crank 81 the high speed spring 10 has the same mo- On the other hand, the 1 "extends, suitable oil seals I00 are provided between said coupling member and said housing and an end thrust washer IN is disposed between ment arm relative to line' of weight action and, 4

therefore, the same slope or increment of force over the weight force over the full range of travel of control rod. This spring arrangement provides a closer regulation in the various high speed settings of the control lever and it enables the same spring to be used for all high speed settings and limits the top speed of the governor to anyone of these settings with satisfactory regulation. It is noted that the crank or control shaft 8-! which constitutes the throttle shaft, is arranged so that, as the high speed spring tension increases, its affect on the yoke' lever 52 is decreased due to the angle of action of said spring having a decreased moment arm about the center of the crankshaft. This arrangement greatly reduces the effort required to hold the control or gear 8 is adapted to rotate with and also slide axially of the pump shaft D, this endwise floating movement of the drive gear being limited in one direction by the gear II of the governor shaft 12 and in the other direction by the thrust washer I0 back of the drive gear. This floating gear arrangement provides proper meshing of the gears 8 and H. Proper lubrication of all of the parts in the upper portion of the governor housing is provided by the pumping action of the lower bearing I0 and the paddle wheel 2| which force the lubricant upwardly through the bore of the governor shaft I2 into the upper bearing I4 and thence into the upper portion of the governor housing.

The governor housing A is preferably made in two sections, one of these sections being a mere plate 93 that is bolted to'one end of the injection pump housing B and the other section 94 containing all of the working parts which are assembled and adjusted therein at the factory. I Th'e beveled drive gear 8 of the hereinbei'ore described governor is shown attached to the end of the pump cam shaft D remote from the drive receiving end thereof. In some instances, howthedrive gear 9'! and said end wall of said housing.

Figs. 18 and 19 illustrate a modified form or maximum fuel quantity stop, which stop, likethe stop;8| shown in Fig. 4, is mounted in the top v wall of the governor housing A and is adapted to be engaged by the fiat abutment surface 88 .formed on the upper edge of one of the longarms "58 of the yoke lever 52. This modified stop construction is adapted to establish a normal maximum fuel feed position for the yoke lever 52 during the normal full load operation of the enginein all speed throttle positions or adjustments of the manually operable control or throttle lever 8|. When, however, the engine is overloaded when operating at the desired maximum speed, this modified stop construction is adapted'to yield under the pressure of the yoke lever 52 thereagainst and thus permit further fuel feed movement of said lever beyond the normal maximum fuel feed position thereof and thus prevent stalling of the engine.

The yieldable stop device shown in Figs. 18 and 19 preferably comprises a cup-shaped plunger member or thimble I02 that is disposed above the abutment surface 88 of the yoke lever 52 with its closed bottom in position to be engaged by said abutment surfaces The thimble I02 is axially slidable in and projects below the lower end of a cylindrical sleeve 108 that is threaded through a vertical opening provided therefor in the top wall'of the governor housing A. The sleeve I03 has an internal annular shoulder I04 at the lower end thereof adaptedcto form a supporting seat for an exterior annular shoulder I05 formed on the upper end of the thimble I02. The

sleeve I03 is locked in the desired position of axial adjustment by a check or lock nut I08 which is threaded thereon in abutting relation to the for the yieldable stop mechanism.

The shouldered upper en I00 of the thimble I02 is normally held down on the seat I00 provided therefor in the lower end of the sleeve I08 preferablyby means of a coil compression spring I08 whose lower end seats against the bottom of said thimble and whose upper and seats against the underside of a round nut I09 that is threaded into said sleeve. The nut I09 is locked in position by means of a round check or jamb nut III that is'threaded into the sleeve I08 in abutting relation to the upper surface of the nut I09.

Screwed into the round nut I09 is a pin II I which is locked in place by means of the nut I Ilthat ever, it is desirable to connect said, gear to the drive receiving end of said shaft. In such case,

I as shown i'n'Fig. 17, one of the members 98 of the coupling which connects the cam shaft D to the driving shaft (not shown) therefor, is rigidly secured by means of a nut 90 to the drive re-- struction, .the outer end wall of the governor.

housing has a horizontal opening 99 therethrough through which the hub of the coupling member seats against theupper surfaceof saidround nut. The pin III extends downwardly into the thimble I02, which is normally held clear'of the lower end of said pin by the. downward pressure I extended on said thimble by the spring I08.

Fig. 18 shows the position of the parts when By thisarra'ngement, the sleeve or'she'll I08 .may' be screwed up and down in the top wall of the governor housing A to adjust the thimble I02 relative to the knee or abutment surface '88 of the yoke lever 52, while the stop pin I I I for said thimble may be adjusted vertically in said sleeve to vary the clearance between thelower end of said pin and the bottom ,of said thimble.

the manually operablethrottle or controllever 8| of the governor its highest speed letting 9 r or full speed position and the engine is operating at the maximum speed desired for such adjust ment of the control or, throttle lever. In this position of the parts, the portion 88 of the yoke lever 52 is in engagement with the bottom of the fully projected stop thimble I02 therefor, in which position of the parts said thimble serves to establish a normal maximum fuel feed or full throttle position for said lever and the fuel feed control rod C actuated thereby. In this normal maximum fuel feed position of the yoke lever 52, the fiyweights or centrifugal levers 34 of the governor are almost closed and the contracted high speed spring 10 serves to hold said yoke lever against the fully projected spring-pressed stop thimble therefon When, however, the engine is overloaded during such full load operation, the

engine slows down and the governor weights 34 close, thereby permitting further contraction of the high speed spring I0, which exerts a pull on the yoke lever 52 sufficient to force the springpressed stop thimble I 02 upwardly in its supporting sleeve I03 until the bottom of said thimble seats against the lower end of the stop pin III. This fuel feed movement of the yoke lever 52 beyond the normal maximum fuel feed stop position thereof established by the thimble I02 in the projected position thereof increases the quantity of fuel feed and thus provides increased toroue suiiicient to carry theoverload and prevent stalling of the engine. When the speed of the engine increases due to the movement of the yoke lever beyond its normal maximum fuel feed position, the governor weights 34 swing outwardly and move saidlever against the tension of the high speed spring I0 in the direction of decreased fuel feed, whereupon the thimbie I02 is forced downwardly by the spring I08 and again is in position to establish the normal maximum fuel feed position for said lever. I

When the engine is operating at full throttle and high speed the parts are in the positions shownin Fig. 18: thatis with the stop thimble I02 fully projected and in position to prevent movement of the yoke lever 52 beyond the normal maximum fuel feed position therefor established by the projected stop thimble. In this normal maximum fuel feed position of the parts, the force of the spring I00 at high speed just balances the forceof the centrifugal weights 34. When, however, an increase load is placed on the engine the speed thereof decreases and the load of the high speed spring 10 becomes predominant over the weight force and exerts suificient pressure on the yoke lever 52 to force the stop thimble I02 upwardly against the force ofthe spring I00 into engagement with the lower end 01' the stop pin III.

If the position of the throttle or control lever 8| is changed, that is. if the pin II is moved toward the ri ht and the tension of the high speed spring 10 is decreased, then the balance between the thimble spring I08. said high speed spring and the force of the centrifugal weights 34 occurs at a lower engine speed. Since the position of the pin ll determines the maximum engine speed. this point of balance for different positions of the throttle or control lever 8| varies according to the position of said pin. It will be seen, therefore, that the resilient fuel stop is operable to establish a normal maximum fuel feed position for the yoke lever 52 and to permit an additional fuel feed movement of said lever beyond its normal maximum fuel feed position in lever.

each high speed Obviously, numerous changes may be made without departing from the spirit. of my invention. Therefore, I do not wish to be limited to the precise arrangement shown and described, except as required by the claims.

What I claim is:

1 A speed governor for an internal combustion engine, said governor comprising a shaft operating in unison with said engine, a lever-having one arm adapted to control the quantity of fuel supplied to said engine, a spring separate from said shaft and operatively engaging said arm of said lever for urging the same in the direction of in creased fuel feed, centrifugally actuated means mounted on said shaftand operatively engaging the other arm of said lever for moving the same against the resistance of said spring in the direction of decreased fuel feed when the speed of said shaft increases,fand a stop entirely separate from said lever and directly engageable by'the first mentioned arm of said lever for establishing a normal maximum fuel feed position therefor, said stop being yieldable under the influence of said spring when said lever is relievedof the influence of said centrifugal means and is thereby free to exert pressure sufiicient to overcome the resistance of said yieldable stop and permit' further fuel feed movement of said lever beyond the normal maximum fuel feed position thereof. 2. A speed governor for an internal combustion engine, said governor comprising a shaft operating in unison with the engine, a lever having one arm adapted to control the quantity of fuel supplied .to said engine, a spring separate from said shaft and operatively engaging said arm for urging said lever in the direction of increased fuel feed, speed responsive means mounted on said shaft and operatively engaging the other arm of said lever for moving said lever against the resistance of said spring in the direction of decreased fuel feed when the speed of said shaft increases, and a stop device comprising a springloaded plunger entirely separate from said lever and directly engageable by said first mentioned arm of said lever and adapted when projected to establish a normal maximum fuel feed position therefor, said spring-loaded plunger being yieldable under a predetermined pressure of said lever thereon to permit fuel feed movement of said lever beyond the normal maximum fuel feed position thereof established by said spring-loaded plunger in the projected position thereof.

3. A speed governor for an internal combustion engine, said governor comprising a shaft operating in unison with the engine, a lever adapted to control the quantity of fuel supplied to said ensine, a spring for urging said lever in the direction of increased fuel feed, speed responsive means mounted on said'shaft for moving said lever against the force of said spring in the direction of. decreased fuel feed when the speed of said shaft increases, and a stop device entirely separate from said lever and comprising a springpressed plunger directly engageable by said lever and adapted when projected to establish a normal maximum fuel feed position therefor, said spring-pressed plunger being yieldable under the influence of said lever actuating spring when the latter is relieved of the influence of said speed resoonsive'means and is thereby free to exert suflicient pressure to overcome the resistanceof said spring pressed plunger and permit further fuel feed movement of said lever beyond the norsetting of said control or throttle u a mal maximum fuel stop device including means for bodily adjustng the same relative to said lever, means for varying the resistance 'ofl'ered by said spring-pressed plunger to the fuel feed ovement of said lever. and adjustable means for limiting the yieldin movement imparted tosaid plunger by said lever,

.4. A speed governor for an internal combustion engine, said governor comprising a shaft operating in unison with said engine,.a lever adapted to control the quantity of fuelsupplied to said en gine, a spring operatively engaging one arm of a said lever for urging the same in the direction of feed position thereof. sai I fuel feed movement of said iever, said stop comprising a holder, a plunger mounted in said holder, 9. spring mounted insaid holder for urging said plunger in one direction, means for resjable stop for limiting. the movement of said plunger in the opposite direction, said stop device being mounted in said governor entirely separate increased fuel. feed, speed responsive means tion of decreased fuel feed when the speed of said shaft -increases, and a stop device for limiting the from said lever and with said plunger in position to be engaged by said lever during the fuel feed movement thereof, whereby said plunger when fully projected is adapted to establish a normal maximum fuel feed position for. said lever and is yieldable under a predetermined pressure of said leverthereon to ermit fuel feed movement of said lever beyond the normal maximum fuel feed position thereof established by said plunger in the fully projected position thereof.

HERBERT C. EDWARDS.

device 

